Timothy h



(No Model.)

T. H. FENNELL.

RAILROAD SWITCH.

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NITED STATES PATENT rricn.

TIMOTHY H. FENNELL, OF SYRACUSE, NEW YORK.

RA] LROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 252,934, dated January 31, 1882.

Application filed April 12, 1881. (No model.)

adapted for general use, but especially intended in full lines, Fig. 1.

for yards; and it consists of a simple and inexpensive combination of switch-rails, moving rails, and connections, whereby the approach of a train on either track from the direction of the siding insures the proper disposition of the switch-rails.

It further consists in the construction of the switch-stand to secure a spring action upon the switch-rails, and such a construction of the 0 air as to lock the rail in place.

In the drawings forming part of this specification, Figure 1 is a perspective plan of part of a main track and a siding illustrating my invention. Fig. 2 is an enlarged cross-section on the line 1 2, Fig. 1; and Fig. 3 is a plan of Fig.2, and Fig. 4 an enlarged elevation of the switch-stand.

A A are the stationary rails of the main track, B E the stationary rails of the siding, O C the switch-rails ot';the main track, and A the switch-rail of the siding, all arranged as usual.

In the outer main track, opposite the switchrail A, is a loose rail, to, having the same play as the switch-rail, and this rail is connected by a rod, 1), with the crank of a crank-bar, K, a crank on the opposite end of which is connected by a rod, c, with one of the rails G (3,

which are tied together, as usual. The rails C U A a are so connected that when the rails O O are in line with the maintracl; rails the rail to will also be in line and the siding-switch railAoutofline with the siding-rails,.as shown It, when the parts are in this position, a car approaches on the siding, the flanges of the outer wheels, bearing on the side of the rail A, will set it parallel with the other siding-rail, and this movement will set the rail at out of line, and through the medium of the rod 1), bar K, and rod 0 will set the switch-rails C G to coincide with the sidingrails, from which the car will pass safely. 0n

the subsequent approach of a car on the main track the flanges ot' the outer wheels, striking the side of the main-track moving rail a, will turn it to the position shown in full lines, which will result in bringing the switch-rails to coincide with the main line and in setting the siding switch-rail A in its first position. To more eftectuallyinsure certain action, the headchair D of the switch-rails has a bottom inclined toward each end from a high central point, forming a double-inclined projection, s, and beneath each rail is a double-inclined bearing, if, so that when the end of the rail is moved the inclined bearing-faces will insureits throw fully to one side or the other of the central point, prevent it occupying an intermediate position, and will lock it so securely that it cannot be moved laterally under any ordinary pressure, preventing the shifting of the rails, which is the cause of so many accidents. The rails a Aare braced by stiftening bars a, bolted firmly thereto.

In many instances itis desirable to combine a spring with the switch-rails, so as to maintain them normally in coincidence with the main rails. I arrange one or two such springs, T T, on the stand, using for each a springplate bent to a helical coil, as shown, and pass a bar, 20, having a head or not, 2', through such coil, and connect it to the switch-lever M, the lower end of which is connected by a rod,f, with a crank on the bar K.

In the center of the bar to is a block, having a long slot for the passage of the lever M, and two transverse openings, n n, to which is adapted a pin, m. When the switch-rails are set to the main track, as shown in Fig. 1, the pin m is put in the opening a, and any power acting to carry the switch-rails out of line will compress the spring T, by which the rails will be restored to position. The pin m is withdrawn and the lever thrown back to set the switch-rails to the siding, after which the pin is put in the opening a, when any power applied to move the switch-rails out of line will compress the spring T, which will act to restore the-parts to their position.

I am aware that crank-rods at the sides of the tracks have been connected to movable railsin the tracks and to the switchrails, so

IOO

as to adjust both at once, this being no automatic adjustment, however.

I am also aware of the use of switch-rails opposite automaticallymovable main-track and siding rails. Y My invention is distinguished from this, however, by the fact that the sidingrails and adjacent main-track rails opposite the switch-rails are fixed, red ncing the chances of disarrangement.

I claim- V 1. In an automatic switch, the combination of the main switch-rails, arranged to move 0pposite stationary sections of the main track, siding-rails, movable rail-sections arranged in the main and siding tracks, and appliances, 

